UAL domicile bid ?
 

Starting class in March and was wondering how domicile bids are handled. How often are they done? I understand that awards are bid on day 2 of class and you can swap while still in TK. My question is once done with training how often are transfers awarded?

You can bid for a lateral immediately after your award. Just ask anyone at TK how to fill out a bidreq on unimatic. I recommend keeping your bidreq blank unless you want an award. I didn't clear out my bidreq screen prior to being furloughed. When I got recalled, I was awarded a 767 to DCA. The very next vacancy bid, I got a lateral to LAX. After the award, I went to a flight office and had them load in a request for a 767 FO DCA. I got awarded that and am back to being assigned to DCA.
I'll be returning in April, so my DCA bid should be reactivated by then.

Can you be specific as to where you're wanting to go and which aircraft you want? For instance, if you want Seattle, you'll be waiting for quite a while. DCA, ORD, SFO, and LAX should be fairly easy to get.

Trying to get DEN but from the last few classes and my ss# I dont think i will get it right out of the gate, dont really care about aircraft. Just kinda curious what kind of wait to get DEN. Thanks for the info

If ORD is available on the 320, there are at least 2 trades posted on the bulletin board trying to get out of DEN and into ORD. When you report for new hire class, there will be a bulletin board across from the classroom in the hallway. If you don't get DEN, you can post your trade there as well. You can trade this way while in training at TK. Once you complete training then the lateral bid is your best option to transfer bases.

For SSN, the lower last 4 the better. Mine is 07xx. I was #4 of 28; #1 and 2 were previous UAL employees so they went to the front of the line.

First, I HIGHLY recommend that you live in domicile. In your case, driving distance of DIA. You don't want to commute; it'll take years off of your life. It's doable, but decreases QOL bigtime.

Let me give you junior man in seat from Jan's SSC report:
737:
Den: 8085
ORD: 8071
DCA: 8044
Fifi:
DEN: 8083
ORD: 8079
DCA: 8034
LAX: 8074
SFO: 8021
Those numbers are seniority numbers; the higher, the more junior.

There are more airbus bids, so I'd recommend bidding fifi. And I'd do it in the following order (based on personal experiences for commutability): DEN, LAX, SFO/ORD, DCA. SFO and ORD are a tossup; I'd go for SFO ahead of ORD because there are a ton of commuters to ORD, not as much to SFO.
Chances are, there will only be a couple of guppies in your class and I'd expect it to go reasonably high (but I find it odd that junior man in system is 737 DEN). If your only choices remaining are the guppy, I'd rank order: DEN, ORD, DCA.


If you don't get DEN right away, you should be able to get it fairly soon after training. Unless vacancy bids stop, you'll get it within 6 months. Good luck to ya.

Edit: full reverse has some great advice. I guess that'd move ORD up the list for bidding for ya; just make sure before bidding that those guys haven't traded yet. And ask anyone ahead of you in class if they intend to trade with one of the guys looking for a trade.
There shouldn't be any reason for the more senior guys to screw over the junior ones. In my class, I made it very clear that I'd be taking a panel to ORD, as did the guy senior to me. Those lower in the class were able to do the mental gymnastics. Also, I wouldn't hesitate to ask anyone in front of you with ORD fifi bids if they planned on trading them for DEN just prior to bidding.

Thanks for all the great advice however I have a few simple questions as I am heading out to TK soon.

1) We have heard DCA is a pain to commute to due to the MIA domicile move. What is the order on difficulty of commute for LCO new hires?

2) Can you all take a guess what a bottom of the class new hire might end up with in upcoming classes at TK?

3) Where is fastest off reserve domicile going to be in the future?

I know those weren't easy questions but gathering opinions helps...

dv, I'll take stabs at them, but those aren't easy to answer.

1 - Where would you be commuting from? Miami? I don't know if domicile would matter that much. I haven't nonreved to/from MIA very much, so I don't know the degree of difficulty.
You need to state exactly where you're commuting from.

2 - No guess at all. It looks like the bottom of a previous class got fifi to DEN. When I went through, that wouldn't have happened. The next class could easily get SFO or ORD.

3 - Traditionally, it's been ORD and SFO. Now, I don't have a clue.

Where do you want to live and where do you want to domicile?

Thanks Andy...

I'm in South Florida. FLL and PBI and best for communting. MIA last choice. I've heard DCA is a bear to get to from down here.

Looking for ORD domicile but close if not on the 8ball in class.

dv, you'll have to cover all three bases out of DCA - DCA, IAD and BWI. Well, now that I think about it, I'm not sure if BWI has 737s or airbuses going there, so you may not need to cover that one. Although IAD is going to be the primary you fly in/out of.

Both ORD/MDW and IAD/DCA will have a decent number of flights. You'll not want to limit yourself to UAL jumpseat; I've jumped more on offline carriers than online.
Pick an airport that you'd prefer to fly out of - FLL or PBI. You may need to test each airport for a while, but I'd bet that FLL will be your first choice since you'll have multiple carriers out of there.
Then you're going to want to check on availability to ORD/MDW and IAD/DCA. For MDW, it's just an L (their mass transit) train ride to ORD, with one connection. For DCA, you can take the Metro to West Falls Church station and then catch the Washington Flyer (they give an airline discount; show your ID). For BWI, I've rented one way from Avis for ~$25. I'm sure that there's cheaper transportation, but I haven't figured it out.

I don't know which carriers serve FLL and PBI; I imagine JetBlue (direct IAD), USAirways (direct DCA), Southwest (direct BWI), along with several other carriers - either direct or with stops. You might also want to check on carriers such as Apple Vacations and other package carriers which may serve Chicago/DC direct.

I really don't think that it's going to matter if you go with ORD or DCA; both commutes are doable. I discount the comments about MIA hub closing; that's been closed for years and I'm sure that more than a couple of the pilots from that hub are now based out of ORD.
I think that you'll figure in pretty short order which hub you'd prefer to commute to.

Out of all of your choices, I'd rank ORD/DCA as 1/2 (your choice), then DEN, then LAX, then SFO. That's my best estimates of pain involved with a commute.

Unless you're firmly rooted in the MIA area, you may want to move to improve your QOL.

Your probably right about the MIA base thing...that was awhile ago.

Thanks Andy...very helpful.

I've had a bit longer to think about commuting. When I was flying for UAL, I always lived where I was domiciled; it made life easy.
Unfortunately, I'll be returning from mil leave to UAL because my wife is going back to active duty AF (ICU nurse). Unfortunately because she'll be stationed in San Antonio, TX - we're currently living in the DC area where I'm on mil orders.
I'm DCA based and will keep it that way because that's where my reserve job is at. However, I'm going to end up commuting from SAT to DCA. It'd be a lot easier for me to commute to ORD, but I'll stick with DCA because I can do drills while I'm out there.

Back when I was active at UAL, my friends that commuted while on reserve would aggessively pick up trips so that they knew when to travel and wouldn't end up sitting in a hotel room.
Since then, there's been a change in reserve rules with long call/short call rules. It sounds much nicer for commuters. Here is the long/short call letter from alpa.org:

Systemwide Rollout of Long Call Short Call Reserve System
In December 2006 the Company and ALPA reached an agreement to replace the current Base
Rest period reserve system with a Long Call Short Call (LCSC) reserve system. The LCSC
system is currently being used in all A320 domiciles, as well as ORD 767 Captains and F/Os, and
SFO 400 F/Os. This system was exhaustively tested for over 18 months in various fleets and
domiciles, and is now ready to be implemented system wide beginning in June 2007. In this
document we highlight some useful information that is not mentioned specifically in the LOA.
For those pilots who are already familiar with the LCSC system, there are new automation
changes that will become available in June that you will want to become familiar with.
Below you will find the Letter of Agreement, along with additional information, providing details
of the new system. For those of you not familiar with the LCSC system, please read the LOA
first, then the additional information below the LOA. If you are unfamiliar with the LCSC reserve
rules and find yourself on reserve, it is imperative that you read the LOA very carefully.
..
Long Call Short Call Reserve System
SUPPLEMENTAL AGREEMENT
between
UNITED AIR LINES, INC.
and
THE AIR LINE PILOTS
in the service of
UNITED AIR LINES, INC.
as represented by
THE AIR LINE PILOTS ASSOCIATION,
INTERN A TIONAL
THIS SUPPLEMENTAL AGREEMENT, is made and entered into in accordance with the
provisions of Title II of the Railway Labor Act, as amended, by and between UNITED
AIRLINES, INC. (hereinafter referred to as the "Company") and THE AIR LINE PILOTS in the
service of UNITED AIR LINES, INC., as represented by the AIR LINE PILOTS
ASSOCIATION, INTERNATIONAL (hereinafter referred to as the "Association").
WHEREAS, the parties desire to modify the existing Reserve System;
Now therefore the paries to this Letter of Agreement agree to the following:
Basic Rules -- all times are local domicile times (LDT). The overall concept for the Long
CallShort Call system is that Long Call reserves will cover known open flying, while Short Call
reserves are used for short-notice open flying.
1. All reserve pilots begin each set of reserve days as a Long Call reserve unless awarded a
pure Short Call line per paragraph 3-s or converted to a Short Call window in accordance
with the procedure described in Paragraphs 4 & 5 below.
2. Long Call reserve rules:
a. For a trip assignent, the reserve must be assigned the il with a minimum of
thirteen (13) hours notice prior to scheduled departure time. With pilot
concurrence this notice may be reduced to 10 hours prior to scheduled departure
time for domestic trips and may be reduced further for international trips.
b. There will be no assigned monthly base rest periods. The Long Call reserve must
be phone available 24 hours a day on his reserve availability days until assigned a
trip or Short Call window.
c. Assignments will be made in strict FIFO order within silo.
d. The crew desk will still assign trips as early as possible in accordance with 20-J-2,
20-J-4 and paragraph 3-E-5 of LOA 91-02.
e. The pilot can still opt to minimize Late-Night calls between 0100 and 0659 via
the CHGLNC command. If the pilot so opts, the crew desk will only call during
those hours ifrequired in accordance with LOA 04-06. A pilot should not select
this option ifhe desires at least thirteen (\3) hours notice of an assignment in all
cases. If this option is selected, the crew desk will wait until ten (10) to eleven
(11) hours prior to scheduled report time or 0700, whichever is earlier to make the
assignment.
f. The aggressive pickup window for domestic flying will open at twenty-eight (28)
hours prior to departure or I 100 the calendar day prior to departure, whichever is
earlier. The Silo rules as described in section 20-J-2-c-(4) will apply.
g. Long Call reserves are automatically released at 1000 on their last day of
availability if no assignment or conversion to Short Call has been made.
h. If20-G-8 (only reserve available) is to be utilized, a long call reserve may be
assigned a trip less than thirteen (13) hours prior to departure. The crew desk wil
make the assignment as soon as possible after the pilot blocks in, to provide the
pilot as much notice as possible. The provisions of 20-G-8 are not applicable if a
legal Short Call reserve is available.
3. Short Call reserve rules
a. In lieu of a flying assignent, a Long Call reserve may be converted to a Short
Call window that is up to fifteen (15) hours in duration. Short Call windows may
be aggressively picked up by Long Call reserves in accordance with paragraph 4-c
below.
b. There is no pay credit value for a Short Call window when the pilot is not used.
c. The last nine (9) hours prior to the beginning of the Short Call window will serve
as the reserve rest period for FAR compliance. There will be no assigned
monthly base rest periods.
d. A Short Call window is considered as a work day for aggressive pickup purposes.
As an example, a six (6) day reserve on short call today would be permitted to
pickup a four (4) day trip departing tomorrow.
e. A Short Call reserve must be available for a trip assignent in accordance with
Section 20-J of the Basic Agreement. If more than one Short Call reserve is legal
for a trip it will be assigned as follows:
i. Domestic Trips will be assigned to Short Call reserves in the proper silo,
or as close as possible. If more than one Short Call reserve is in the same
silo, it will be assigned to the earlier Short Call pilot.
n. International Trips will be assigned to Short Call reserves with minimum
schedule disruption as described in LOA 91-02 paragraph 3-E-1. Ifmore
than one Short Call reserve has the same schedule disruption, it will be
assigned to the earlier Short Call pilot.
2
f. Once a reserve is assigned to Short Call, the pilot is released until beginning the
Short Call window. The Company may attempt to contact the pilot in order to
assign him a trip, including one attempt during rest, but the pilot is not required to
answer and may refuse the trip until his Short Call window begins. If the trip is
assigned, the pilot's rest may be reset.
g. If unused, the Short Call reserve reverts back to the Long Call list in FIFO order
based on the time his window ended (or the time of his early release, if
applicable) or he may be assigned another Short Call window that begins after
nine (9) hours of FAR rest. Ifhis Short Call window ends after midnight, he will
return to the FIFO list behind reserves starting reserve duty that day.
h. A Short Call reserve may be assigned a trip more than thirteen (13) hours from
departure if there are no long call reserves or all long call reserves are lining up
for other trips.
1. Short Call reserves may aggressively pickup assignments departing on the
following calendar day but not assignments departing on the same day as the
Short Call window begins. The aggressive pickup window for domestic flying
will open at twenty-eight (28) hours prior to departure or 1100 the calendar day
prior to departure, whichever is earlier. The current Silo rules as described in
section 20-J apply. If a pilot on Short Call aggressively picks up a trip for the
following calendar day, the reserve must remain telephone available for the
duration of the current Short Call window with the understanding that flying may
be assigned that would create a situation where the aggressively picked up trip
would need to be removed. The earliest legal departure for picking up a domestic
ID is ten (10) hours from the Short Call window end time (or the early release
time, if applicable) to allow for nine (9) hours of FAR rest (Crew Desk may, at
their option, modify the end of the Short Call window to allow an aggressive
pickup that would otherwise be illegal). International trips are not limited for
pickup by this restriction.
J. The Active Option as described in Section 20-J-2 is not available to Short Call
reserves.
k. The pilot can opt to minimize Late-Night calls between 0100 and 0659 via the
CHGLNC command, and the crew desk will only call during those hours if
required in accordance with LOA 04-06.
1. When a pilot calls off the sick list before noon, he is considered a Short Call
reserve with his window beginning at the time he calls off sick list unless the crew
desk advises him otherwise. This assignent is automatic and does not count
towards the seven (7) window monthly limit. The pilot must be available as a
Short Call reserve at the moment that he calls off sick list.
m. The 1500 automatic release provisions of section 5-G-1-e-( 6)-(b) will apply to
Short Call reserves on their last day of availability.
n. Crew scheduling will determine the start time for all short call windows.
o. Crew scheduling will not assign reserves in international categories to Short Call
unless they are eligible (considering RDO moves) for at least a four (4) day trp,
unless no such reserves are available.
p. Short Calls will be built with designated silos. If no reserves are available in the
designated silos, crew scheduling may move up or down to the next silo.
3
q. Out of silo aggressive pickup of Short Calls is pennitted only with crew desk
concurrence.
r. Reserves can not be convei1ed to Short Call unless they have at least five (5)
hours remaining toward the actual monthly flight limitations per section 5-B-2-a,
unless no such reserves are available.
s. After PBS awards the Company may offer lines consisting of a short call window
on each work day. These pure short call lines will be awarded in seniority order
only to those pilots who have requested one.
4. Rules for converting Long Call reserves to Sh0l1 Call
a. If converted between 0000 and 1759 on an active reserve duty day, ten (10) hours
notice is required prior to the stai1 of the Short Call window;
b. If converted between 1800 and 2359 on an active reserve duty day, twelve (12)
hours notice is required prior to the start of the Short Call window;
c. Short call windows will become available for assignent at 1300, except, if the
short call window is built after 1200 it will become available for assignent one
(1) hour after it is built unless earlier assignent is required for legality. Short
call windows become available for aggressive pickup four (4) hours prior to the
time at which they are available for assignment.
d. There is a limit of seven (7) Short Call assignents per month (except as provided
in Paragraphs 31 and 3s above); this limit can be exceeded with pilot concurrence.
e. If a reserve has reached four (4) conversions for the month, the crew desk wil
bypass him and convert a pilot who is below him in FIFO if in the same silo.
f. RDOs will not be moved to assign a pilot to Short CalL. However, a pilot on Short
Call can have his RDOs moved for an international flying assignent per LOA
91-02 paragraph 3 - E-1.

5. Rules for Last Dav Off prior to reserve days - for the purposes of this Letter, a day off
is any day other than a day "worked" (i.e., a work day includes: flight duty, reserve
availability, training, special assignent, other flight duties for which compensation is
paid) and a day the pilot is absent due to jury duty, ALP A duty or militar leave.
a. Flying assignents and short call conversions will be assigned and entered in the
pilot's calendar no earlier than 1300. Assignents and conversions made between
1300 and 1759 on the last day off prior to reserve days wil be placed in the
pilot's calendar and the crew desk will attempt to notify the pilot by phone. The
reserve must acknowledge this assignent between 1800 and 2359 via Unimatic
RSVID/, 1-800-UAL-SKED or by calling the crew desk.
b. The aggressive pickup rules of20-J-2-b will be applicable, except as provided
below:
i. If an open ID is scheduled to depart prior to 1300, and the aggressive
pickup window would otherwise extend past 1800, the assignent can be
made prior to 1800 in order to allow the ID to be assigned to a long call
reserve on their last day off.
4
ii. The aggressive pickup window for domestic flying will open at
twenty-eight (28) hours prior to departure or 1 100 the calendar day prior
to departure, whichever is earlier. The Silo rules as described in section
20-J-2-c-( 4) apply.
c. Flying assigmnents made after 1759 on a pilot's last day off prior to a reserve day
will depart at or after 1300, unless pilot concurrence is received. Short Call
conversions made after 1759 on a pilot's last day off prior to a reserve day will
begin at or after 1200, unless pilot concurrence is received.
d. The pilot must check his schedule and/or messages sometime between 1800 and
2359 on his last day off. He must acknowledge any assignment entered before
1800 by 2359 on his last day off. Any assignment that requires him to report
before noon will be in his calendar by 1759.
e. If converted between 1300 and 1759 on the last day off prior to a reserve day, ten
(10) hours notice is required prior to the start of the Short Callwindow.
6. Miscellaneous
a. The Company must assign trips in the assignent window as described in LOA
02-08. If the only legal reserve is currently on Short Call, they must cancel the
Short Call and assign the trip during the assignent window.
b. The Company cannot hold a trip open for an inbound reserve in the proper silo,
but must assign the trip in the assignent window as described in LOA 02-08 if a
legal reserve is currently available. The Company can wait for a reserve in the
proper silo who is returning from days off (available at 1300).
c. 8-L-6 issues: The Co.mpany cannot move a trip to another domicile under Section
8- L-6 if a legal Short Call is available in domicile and cannot move a trp to
another domicile under Section 8-L-6 in order to save reserves for Short Call.
d. If a Long Call reserve calls in sick after 1000, no sick leave wil be charged for
that day. A minimum sick leave charge of one (1) day applies.
7. In the application of LOA 91-02 (International) paragraph 3-E Long Call and Short Call
pilots will be treated as if they are on separate lists. If there is insuffcient notice to
assign an international trip to a Long Call pilot, a Short Call pilot may have RDOs moved
for the international flying assignent even though there are Long Call pilots available
who would require no RDO disruption. The reverse situation is possible as welL.
8. The Voluntary Short Call Option (20-J-2-d) is eliminated.
5
This Supplemental Agreement shall become effective on the date of signing and shall remain in
full force and effect and shall run concurrently with the basic Agreement.
IN WITNESS WHEREOF, the parties have signed this Agreement this , ~ day of
J) ~ c.evi 1o.l , 20~.
(/ (Ilì,U -J'U ;../ ./- ì). - .t,!r1..lcJ ëZd;L~ Charles H. Vanderheiden
Director of Labor Relations - Flight
Witness:
¡i 01 ¿
/f/~.egjg;' ~io~
Witness:
L-~ Tim Brown
:::~~t? Negotiating Committee Vice-Chairman
//;;-4aYr~
C/Jim Gunning ///1
Negotiating Corlttee
6
Additional information that is not clear or not included in the LOA:
1. Short Call (SC) reserves are expected to be readily available, same callout guidelines as
existed for all reserves in the old system.
2. A Short Call reserve can be assigned a domestic trip with a duty period within the SC
window, or he can have his rest reset and be assigned a trip with duty outside his SC
window. Below are two examples of trips that may legally be assigned to SC reserves:
Example 1: Reserve assigned 0200-1700 SC. Crew desk calls at 0800 to assign a
1200 departure. Since there is no time for a rest reset, his contractual duty day
begins at report time, but his FAR duty day began at 0200. Pilot must be
scheduled to be off duty by 1700, and must actually be off duty by 1800 to
comply with Whitlow FAR.
Example 2: Reserve assigned 0200-1700 SC. Crew desk calls at 0800 to assign a
1900 departure and reset the reserve’s rest period. Now the pilot’s contractual
duty day and his Whitlow duty day both begin at report time.
3. International trips are NOT subject to the Whitlow FAR lookback rest rule. Therefore,
unlike the examples above, a SC reserve who is assigned to fly an international trip IS
NOT required to be scheduled off duty as described in Example 1 above.
Example 3: Reserve assigned 0200-1700 SC. Crew desk calls at 1650 and assigns
a 2230 international departure. This is legal, as there is no FAR requirement for a
rest reset and no FAR requirement to be released from duty by 1700. As always,
if the reserve feels he is too fatigued to safely complete the assignment, he should
notify the crew desk of that fact as early as possible.
4. Once a pilot has been assigned or has picked up a trip or a SC window, he is under no
obligation to be available to the Company until report time or the beginning of his SC
window.
5. Short Call windows are available for aggressive pickup as soon as they are built, but not
before 0900 the day prior.
6. Pilots coming off Military days, jury duty, ALPA days, and special assignment will be
treated as if they are on an assignment that has a release from duty at 2359. Assignments
can not be placed into the reserve’s calendar until after midnight and the pilot is NOT
required to acknowledge assignments on those days.
7. As stated in paragraph 3h of the LOA, if an assignment is being made at least 13 hours
prior to departure, it must be given to a reserve on Long Call (LC) if a legal LC reserve
is available (and not needed for other known open flying). For international trips, this
means that a legal LC reserve is subject to having his RDOs disrupted for an international
trip even if there is a legal SC reserve who requires no RDO disruption.
8. Short Call assignments may be aggressively picked up as outlined in the LOA, but SCs
that are aggressively picked up do not count towards the monthly limit of 7 described in
paragraph 4d of the LOA or the monthly bypass limit of 4 described in paragraph 4e of
the LOA.
For pilots already familiar with LCSC:
In addition to automated legality checking, there are several changes to unimatic.
1. The RSVA list will now display the number of Short Call conversions (assigned by the
crew desk, not voluntarily picked up) a pilot has had in the month in a new “SC” column
to the right of the name column.
2. Short Call IDs will no longer be displayed as Field Standby IDs (FSB). Instead, they will
appear in PLTID as RSC1, RSC2, RSC3, and RSC4, depending on the silo desired. They
will appear in OPNID open flying as RSC with the corresponding silo listed in the “Day”
column.
3. Reserves can now pickup Short Call IDs using the RSVPUO command. The normal silo
rules apply for automated pickups (e.g. a 4-day reserve can pickup a 4 day SC). Out of
silo pickups still require crew desk concurrence and must be accomplished by the
scheduler.
4. Reserves who are currently on SC can use unimatic to pickup any open domestic trips
scheduled to depart at least 10 hours after the SC window is scheduled to end. With crew
desk concurrence, the end time of the SC window may be modified to permit the reserve
to pickup a trip that would otherwise be illegal due to having a report time within 10
hours of the end of SC. There is no minimum time between the scheduled end of the
Short Call window and departure time for picking up international trips.
We hope that you find the LCSC reserve system to be an improvement. The reserves who
participated in the test of the system overwhelmingly preferred it to the old reserve system.
However, it will take a couple of months to get used to the new rules and learn how to best make
the new system work for your particular circumstances. Please direct any questions to
[email protected] or ask the crew scheduler to connect you to the ALPA representative who
is available to answer questions and address concerns during the rollout.

When are bases and aircraft given out and how much consideration is taken to our bid? Before classes or?

Day one of Basic Indoc at 12pm. There is no bid. Needs of the company on the day you show up will drive base and equipment availability. Picked by seniority number (assigned oldest to youngest).

Holy thread revival Batman! 14 years must be close to a record of some sort.

2008, back when I was chasing skirt in high school

...and failing miserably

Now you're fat, old and tired.

Good news is that you’re only fat and tired, then.

Hahahhah I was thinking the same but I had to jump on it!

A new thread would have been appropriate because those that read this thread from page one are getting some very old information that probably is no longer valid if they don't check the dates of posts. Until they reach Mossimo's post. FWIW.

Noted Sir.

Not a big deal, but I hope you understand what I'm saying. Things tend to change after a decade or so. :D

Out of curiosity how senior is the pure WB plug FO and CA at IAD vs EWR. I know FO has gone to new hires recently so it can’t be all that senior I assume.

Just to tag on to this, what’s the total on the seniority list these days? APC is outdated.

14700+. Something in that area. To answer the previous posters question on the 777 pretty much new hires can hold any base but IAH and they are there. Think like 14400 numbers or people still in training. 787 FO plugs are going to people in training in SFO, ORD, and EWR. The other bases change a bit to being like 7/8 months on property to 1.5ish years. Hope that helps.

To clarify, ORD 787 didn’t get that in class or through vacancy, was a base trade. Same with 777 in IAH.